Safety Method And Safety System For A Railway Network

ABSTRACT

A safety method is provided for a railway network that is divided into track sections by track elements, and can be travelled by vehicles in accordance with data from components of a track atlas. The vehicles request steps, from selections of the track elements, for assignment as a travel path element, and in which each of the selected track elements automatically assigns itself as a travel path element for each vehicle that requests the steps for assignment as a travel path element, under predetermined conditions. In order to optimize the loading of the track atlas relating to each vehicle, the data at least of one of the components of the track atlas is stored locally by the track elements in parts relating to the track elements in the form of datasets. A safety system for the railway network implements the safety method.

The invention relates to a protection method and a protection system fora rail network.

Known from DE 44 06 720 C2 are a protection method and a protectionsystem for a rail network, which is divided by track elements into tracksections and on which vehicles can travel. With the known protectionmethod, the vehicles request, from selected track elements, steps forassignment as a route element and each of the selected track elements ineach case automatically assigns itself, under predefined conditions, foreach vehicle, which requests the steps for assignment as a route elementfrom it. Accordingly, in the known protection system, the vehicles aresuitably embodied to request, from selected track elements, steps forassignment as a route element and each of the selected track elements issuitably embodied in each case automatically to assign itself, underpredefined conditions, as a route element for each vehicle, whichrequests the steps for assignment as a route element from it.

In practice, vehicles usually receive their track atlas, in dependenceon which they travel on the rail network, from a control center. Thisrequires precise operational planning with knowledge of when whichvehicle travels over which track sections and that the loading of thecorrect track atlas is ensured in each case. Herein, in particular,short-term changes, for example deviations from the planned routing dueto short-term diversions—cannot be transmitted to the vehiclestravelling in the rail network and, therefore, the train drivers of thevehicles are notified orally or by telephone by a person working in thecontrol center. Otherwise, the protection system has to be deactivatedon the track sections affected.

The invention is based on the object of developing the genericprotection method and the generic protection system for a rail networksuch that the cited drawbacks are overcome.

The object is achieved with a protection method with the features ofclaim 1 or a protection system with the features of claim 14 in that thedata for at least one of the components of the track atlas is to be oris deposited locally in the form of data records in the track elements.

Claims 2 to 13 relate to advantageous developments of the protectionmethod and claims 15 to 23 relate to advantageous embodiments of theprotection system.

It is particularly advantageous if all the components of the track atlasin each case are to be or are deposited locally as a whole in the trackelements in parts related to the track elements in the form of datarecords. On the first passage of a respective vehicle over the trackelements lying in its route, the parts of the track atlas relatingthereto can be transmitted from the track elements to the respectivevehicle so that the respective vehicle can or actually doesautomatically develop its present track atlas. Then, the deposition ofcomponents of the track atlas in a control center (exchange) is nolonger necessary. In particular, therefore, the vehicles can in eachcase load the corresponding track atlas for them even on diversionroutes and hence can also travel in the track sections in question witha serviceable protection system without having to deactivate saidsystem.

On the further usage of the track elements, the track atlas that is thefirst developed by the respective vehicle is automatically checked as towhether it is the current version (integrity) and—if necessary, due tomodifications—updated for the respective vehicle with the aid of trackelement or elements in question. Therefore, this updating is ensured bytechnical means—it is not necessary to inform the driver of therespective vehicle orally or by telephone.

The invention is described below in more detail with reference to thefigures, in which:

FIG. 1a shows a section of a rail network, which is divided by trackelements into a plurality of track sections and on which vehicles cantravel in dependence on data from components of a track atlas and whichis equipped with a first embodiment of a protection system according tothe invention, at a first time point,

FIG. 1b shows the section of the rail network in FIG. 1a at the timepoint in FIG. 1a , which is equipped with a second embodiment of theprotection system according to the invention,

FIGS. 2 to 10 show the section of the rail network in FIG. 1a , which isequipped with the first embodiment of the protection system according tothe invention, at other time points,

FIG. 11 shows the section of the rail network in FIG. 1a with aschematic representation of the track atlas,

FIG. 12 shows a further section of the rail network, abutting thesection shown in FIG. 11 on the right, also with a schematicrepresentation of the track atlas and

FIG. 13 shows a mobile device of a track element of the protectionsystem according to the invention embodied as a working zone.

FIG. 1 shows a section of a rail network 1 with a first embodiment ofthe protection system according to the invention 2. The protectionsystem 2 comprises four subsystems 3 to 6.

A first one 3 of the subsystems is a communication system via which thethree further subsystems 4 to 6 communicate with one another.

A second one 4 of the subsystems is formed by track elements S1, S2, . .. , Sp with track element controls TSC1, TSC2, . . . , TSCp, wherein thetrack elements divide the rail network 1 into a plurality of tracksections G1, G2, . . . , Gq. The track elements include, for example,switching devices, track crossings, grade crossings for passengers,bumpers and derailment detectors. However, the track elements alsoinclude working zones established to be mobile. In the section shown,initially four track elements S1 to S4 link eight track sections G1 toG8. The four track elements S1 to S4 are each a switching device with aswitch Wi, where i=1 to 4, and with an operating element STWi, where i=1to 4, for the switch Wi.

A third one 5 of the subsystems is formed by vehicles Z1, Z2, . . . , Zrin the form of trains with vehicle controls OBU1, OBU2, . . . , OBUr.The section shown contains by way of example four vehicles Z1 to Z4.

The fourth subsystem 6 is formed by a control room OCC. The trackelement controls TSC1, TSC2, . . . , TSCp and the vehicle controls OBU1,0BU2, . . . , OBUr each comprise a secure computer—for example in theform of a 2v2 computer or a 2v3 computer. The control room OCC alsocomprises a computer, which can be embodied as a non-secure computer.The communication system 2 is preferably embodied as a wireless radiocommunication system.

A first train Z1 in the direction of travel from left to right, whichhas entered the rail network 1 via a track element, not shown in thefigures, in the form of a entry/exit element FEAFE 1 and which is toleave the rail network 1 via a track element, not shown in the figures,in the form of a entry/exit element FEAFE 2, stands on the track sectionG1 at a braking target point HP1(−) before the minus side of the switchW1 (see also FIG. 11). A route plan for the train Z1, which is, forexample, already in its possession before its entry into the railnetwork 1 or which it received on entering the rail network 1 from thecontrol room OCC, reads as follows with respect to the track sectionshown:

Z1|FEAFE1|. . . |W1−|W2−StopB1:20|W3+|W4+|. . . |FEAFE2|

According to this, the train 1 wishes to drive on the switch W1 lying inits minus position and hence in the direction of passage F4 and theswitch W2 lying in the minus position from its pointed side and hence inthe direction of passage F3. In the rail station B1, the train Z1 wishesto stop for 20 seconds. After stopping, it wishes to drive on the switchW3 lying in the plus position from its plus side and hence in thedirection of passage F2 and the switch W4 lying in the plus positionfrom its pointed side and hence in the direction of passage F1.Therefore, the train Z1 wishes to continue its journey on the tracksections G3, G5, G6 and G7.

A second train Z2, also in the direction of travel from left to right,which has driven into the rail network 1 via a track element, not shownin the figures, in the form of a entry/exit element FEAFE 3 and which isto leave the rail network 1 via the entry/exit element FEAFE 2, standson the track section G2 at a braking target point HP1(−) before the plusside of the switch W1.

Its route plan reads with respect to the track section shown:

Z2|FEAFE3|. . . |W1+|W2−|StopB1:25|W3+|W4+|. . . |FEAFE2|

According to this, the train Z2 wishes to drive on the switch W1 lyingin the plus position and hence in the direction of passage F2, theswitch W2 lying in the minus position from its pointed side and hence inthe direction of passage F3, after stopping for 25 seconds in the railstation B1, the switch W3 lying in the plus position from its plus sideand hence in the direction of passage F2 and the switch W4 on itspointed side in the plus position and hence in the direction of passageF1 in order to continue its journey on the track sections G3, G5, G6 andG7.

A third train Z3 in the direction of travel from left to right, whichhas entered the rail network 1 via the entry/exit element FEAFE 1 andwhich is to leave the rail network 1 via track element, not shown in thefigures, in the form of a entry/exit element FEAFE 4, stands on thetrack section G3 at a braking target point HP2(Sp) before the pointedside of the switch W2.

Its route plan reads with respect to the track section shown:

Z3|FEAFE1|. . . |W2−|StopB1:20|W3+|W4−|. . . |FEAFE4|

According to this, the train Z3 wishes to drive on the switch W2 lyingin the minus position from its pointed side and hence in the directionof passage F3, after stopping for 20 seconds in the rail station B1, theswitch W3 lying in the plus position from its plus side and hence in thedirection of passage F2 and the switch W4 lying in the minus positionfrom its pointed side and hence in the direction of passage F3 in orderto continue its journey on the track sections G5, G6 and G7.

A fourth train Z4 in the direction of travel from right to left, whichhas entered the rail network 1 via the entry/exit element FEAFE 4 andwhich is to leave the rail network 1 via the entry/exit element FEAFE 1stands on the track section G6 at a braking target point HP3(Sp) beforethe pointed side of the switch W3.

Its route plan reads with respect to the track section shown:

Z4|FEAFE4|. . . |W3−|StopB1:25|W2+|W1−|. . . |FEAFE1

According to this, the train Z4 wishes to drive on the switch W3 lyingin the minus position from its pointed side and hence in the directionof passage F3, after stopping for 25 seconds in the rail station B1 theswitch W2 lying in the plus position from its plus side and hence in thedirection of passage F2 and the switch W1 lying in the minus positionfrom its pointed side and hence in the direction of passage F3 in orderto continue its journey on the track sections G4, G3 and G1.

The development of the assignment of a track element as a route elementfor a vehicle and hence the decentralized development of the movementauthority for a vehicle takes place via three individual method stages.A first one of these method stages is a route check. A second of thesemethod stages is a route definition. And the third of these methodstages is the assignment of the movement authority. These three methodstages of the development of the assignment of a track element as aroute element for a vehicle are used on the one hand for conflictresolution. On the other hand, they advantageously safeguard loading ofthe track elements and track sections of the rail network in a manneroptimized with respect to demand and usage.

During the route check, the respective vehicle requests a first step forassignment in the form of the entry of an authorization B. To this end,the respective vehicle outputs a request to input the authorization B ofthe track element as a route element for the vehicle to the respectivetrack element lying in its route. The track element then checksautomatically whether it is possible to input this authorization. Thetrack element only prevents the authorization being input if, withrespect to the requested input, there is already an entry of anauthorization for another vehicle in directly the opposite direction.Otherwise, the respective track element can continue to be used forother vehicles (trains). Therefore, it can output assignments as a routeelement to other vehicles so that they can use the track element intheir own route. If it is possible to input an authorization, the trackelement makes this entry and then issues confirmation that theauthorization has been input to the respective vehicle.

During the route definition, the respective vehicle requests a secondstep for assignment in the form of the input of a registration R. Tothis end, the respective vehicle outputs a request to the respectivetrack element lying in its route for the input of the registration R ofthe track element as a route element for the vehicle. The track elementthen automatically checks whether it is possible to input thisregistration. Under predefined circumstances, the track element stopsthe registration being input. Otherwise, the respective track elementcan still be used for other vehicles (trains). Therefore, it can outputassignments as a route element to other vehicles so that these can usethe track element in their own route. If it is possible to input aregistration, the track element makes this input and then outputs aconfirmation that the registration has been input to the respectivevehicle.

On granting of the movement authority, the respective vehicle requests athird step for assignment in the form of the entry of a marking M. Tothis end, the respective vehicle outputs to the respective track elementin its route a request for the marking of the track element to be inputas a route element for the vehicle. The track element automaticallychecks again whether this marking of the registration is possible. Underpredefined circumstances, the track element stops the marking beinginput. If the input of the marking is possible, the track element inputsthe marking, initiates, if necessary, the changeover of the trackelement and then outputs confirmation of the entry of the marking to therespective vehicle. All other vehicles that request the input of amarking have to wait until the marking that has been input is deletedagain.

Reception of confirmation of the input of the marking now authorizes therespective vehicle to use the track element as a route element and toadvance over the track element into the following track section as faras a predefined point before the next track element, wherein it knowsthe predefined point from the track topology—i.e. from a topologicalcomponent of a track atlas. The vehicle also comprises aposition-finding system so that it always knows which point in the railnetwork is its present location.

On passing the track element, the respective vehicle outputsconfirmation of passage to the respective track element. On reception ofthis confirmation of passage, the respective track element deletes theauthorization that has been input, the registration that has been inputand the marking that has been input.

To carry out the three steps for assignment, each track element controlTSCi of the track elements manages memory locations.

In the first embodiment of the protection system according to theinvention, the memory locations of the individual track elements in eachcase form cells of a table Ti, where i=1 to p. The columns in thesetables correspond to the different types of loading of the respectivetrack element. For example, the switches shown in each case comprisefour types of loading identified in the figures by arrows F1, F2, F3 andF4. Other track elements, such as, for example, entry/exit elements,derailment detectors or working zones established to be mobile comprisetwo types of loading identified in the figures by arrows f1 and f2. Thetrack element control of a track element embodied as a bumper managesmemory locations of two types of loading, wherein, however, the memorylocations of the one type of loading are permanently assigned a blockingentry identified with “/”.

In the protection method according to the invention for the railnetwork, which is divided by the track elements S1, S2, . . . , Sp intothe track sections G1, G2, . . . , Gq and on which the vehicles Z1, Z2,. . . , Zr can travel in dependence on data from components of a trackatlas, therefore, the vehicles Z1, Z2, . . . , Zr request, from selectedtrack elements, the steps B, R, M for assignment as a route element.

In the protection system according to the invention for a rail network,which is divided by track elements S1, S2, . . . , Sp into a pluralityof track sections G1, G2, . . . , Gq and on which vehicles Z1, Z2, . . ., Zr can travel in dependence on data from components of a track atlas,therefore, the vehicles Z1, Z2, . . . , Zr are suitably embodied torequest, from selected track elements, steps B, R, M for assignment as aroute element. Moreover, each Si, where i=1 to p, of the selected trackelements is suitably embodied automatically to assign itself as a routeelement, under predefined conditions, in each case for each vehicle Zmwhere, m=1 to r, which requests the steps for assignment as a routeelement from it and to output an assignment confirmation Q_(M)m,I, wherem=1 to r and i=1 to p, to the respective vehicle.

Herein, each Si, where i=1 to p, of the selected track elements in eachcase automatically assigns itself as a route element, under predefinedconditions, for each vehicle Zm, where m=1 to r, which requests thesteps for assignment as a route element from it in that, in response toa first request A_(B)ZmSi, where m=1 to r and i=1 to p, of therespective vehicle Zm, where m=1 to r, in a type of loading F1; F2; F3;F4; f1; f2 requested by the respective vehicle, it makes itsauthorization B as a route element for the respective vehicle Zm, wherem=1 to r, in response to a second request A_(R)ZmSi, where m=1 to r andi=1 to p, of the respective vehicle Zm, where m=1 to r, makes itsregistration R as a route element for the respective vehicle, and inresponse to a third request A_(M)ZmSi, where m=1 to r and i=1 to p, ofthe respective vehicle Zm, where m=1 to r, makes its marking M as aroute element for the respective vehicle.

Therefore, the vehicle control OBUm of the respective vehicle Zm, wherem=1 to r, determines, to request the steps for assignment from therespective track element Si, where i=1 to p, the requirements A_(B)m,i,A_(R)m,i, A_(M)m, i, where m=1 to r and i=1 to p, and outputs therequirements to the respective track element Si, where i=1 to p, bymeans of communication means KMZm assigned to the vehicle control OBUm.

Therefore, a vehicle control OBUm of the respective vehicle Zm, wherem=1 to r, is suitably embodied, to request the steps for assignment fromthe respective track element Si, where i=1 to p, to determinerequirements A_(B)m,i, A_(M)m,i, where m=1 to r and i=1 to p, and tooutput the requirements to the respective track element Si, where i=1 top, by means of communication means KMZm assigned to the vehicle controlOBUm.

The track element control TSCi of the respective track element Si, wherei=1 to p, receives the requirements A_(B)M, i, A_(R)m, i, A_(M)m,i,where m=1 to r and i=1 to p, of the respective vehicle Zm, where m=1 top, relating to the respective track element by means of communicationmeans KMSi assigned to the track element control TSCi.

Therefore, the track element control TSCi of the respective trackelement Si, where i=1 to p, is suitably embodied to receive therequirements A_(B)m,i, A_(R)m,i, A_(M)m,i, where m=1 to r and i=1 to p,of the respective vehicle Zm, where m=1 to r, relating to the respectivetrack element by means of communication means KMSi assigned to the trackelement control TSCi.

The track element control TSCi of the respective track element Si, wherei=1 to p, uses the received requirements to determine the assignment ofthe respective track element Si, where i=1 to p, as a route element forthe respective vehicle Zm, where m=1 to r, and outputs the respectiveassignment confirmation Q_(M)m,i, where m=1 to r and i=1 to p, to therespective vehicle Zm, where m=1 to p, by means of the communicationmeans KMSi assigned to the track element control TSCi.

Therefore, the track element control TSCi of the respective trackelement Si, where i=1 to p, is suitably embodied to use the receivedrequirements to determine the assignment of the respective track elementSi, where i=1 to p, as a route element for the respective vehicle Zm,where m=1 to r, and to output the respective assignment confirmationQ_(M)m,i, where m=1 to r and i=1 to p, to the respective vehicle (Zm,where m=1 to r) by means of the communication means KMSi assigned to thetrack element control TSCi.

Herein, the predefined conditions (rules) are worded as follows:

I: The respective track element Si, where i=1 to p, only makes theauthorization B requested from it in the one type of loading F1; F2; F3;F4; f1; f2 as a route element for the respective vehicle Zm, where m=1to r, if it has not already made its authorization B for another vehicleZn, where n=1 to r and n≠m, in a type of loading F2; F1; F4; F3; f2; f1opposite to the one type of loading F1; F2; F3; F4; f1; f2 and has notyet cancelled this authorization.

II: The respective track element Si, where i=1 to p, only makes itsregistration R as a route element for the respective vehicle Zm, wherem=1 to r, if it has previously made its authorization B as a routeelement for the respective vehicle Zm, where m=1 to r, in the one typeof loading F1; F2; F3; F4; f1; f2 and has not yet cancelled thisauthorization B.

III: The respective vehicle Zm, where m=1 to r, only outputs the secondrequest A_(R)ZmSi, where m=1 to r and i=1 to p, for registration of therespective track element Si, where i=1 to p, as a route element to thistrack element Si, where i=1 to p, if the track element Sk with k=1 to p,and k≠i adjacent upstream to this track element in the direction oftravel of this vehicle Zm, where m=1 to r, has made its marking M as aroute element for this vehicle Zm, where m=1 to r, and has not yetcancelled this marking M.

IV: The respective track element Si, where i=1 to p, only makes itsmarking M as a route element for the respective vehicle Zm, where m=1 tor, if it has previously made its registration R as a route element forthis vehicle Zm, where m=1 to r, and has not yet cancelled thisregistration R.

V: The respective track element Si, where i=1 to p, only makes itsmarking M as a route element for the respective vehicle if it has notalready made its marking M as a route element for another vehicle Zn,where n=1 to r and n≠m, and has not yet cancelled this marking.

VI: The respective track element Si, where i=1 to p, only makes itsmarking M as a route element for the respective vehicle Zm, where m=1 tor, if, before its registration R as a route element for this vehicle Zm,where m=1 to r, it has not already made its authorization B for anothervehicle Zn, where n=1 to r and n≠m, for which it has also made itsregistration R as a route element in the respective a type of loadingand has not yet cancelled this registration R.

VII: If it is embodied as a switching device and if the one type ofloading for which it has made its authorization B for the respectivevehicle Zm, where m=1 to r, proceeds from the blunt side of the switch Win the switching device, the respective track element Si, where i=1 top, only makes its marking M as a route element for this vehicle Zm,where m=1 to r, if it has not already made its authorization B foranother vehicle Zn, where n=1 to r and n≠m, for which it has made itsregistration R as a route element in a type of loading proceeding fromthe pointed side of the switch W and has not yet cancelled thisregistration R.

VIII: If it is embodied as a switching device and if the one type ofloading for which it has made its authorization B for the respectivevehicle Zm, where m=1 to r, proceeds from the pointed side of the switchW of the switching device, the respective track element Si, where i=1 top, only makes its registration R as a route element for this vehicle Zm,where m=1 to r, if it has not already previously made its authorizationB for another vehicle for which it has made its registration R and itsmarking M as a route element in a type of loading proceeding from theblunt side of the switch W and has not yet cancelled this marking M.

IX: And the respective vehicle Zm, where m=1 to r, only enters a tracksection Gx, where x =1 to q, between adjacent track elements Si, Sjwhere i=1 to p and j =1 to p and i≠j, or uses a track section Gx, wherex=1 to q, between adjacent track elements Si, Sj where i=1 to p and j=1to p and i≠j, if these two adjacent track elements in each case havemade, and not cancelled, both their authorization B and theirregistration R as a route element for this vehicle Zm, where m=1 to r.

In the second embodiment of the protection system according to theinvention in FIG. 1b , the memory locations of the individual trackelements Si in each case form cells of two separate tables. On the onehand, cells of a route request table designated RRTi, where i=1 to p,and, on the other, cells in a drive sequence table designated DSTi,where i=1 to p.

The predefined conditions (rules) are then worded as follows:

i: A vehicle can only be entered in the route request table RRTi as longas no other vehicle has been entered for the opposite direction oftravel.

ii: It is always the case that only one vehicle can be marked in thedrive sequence table DSTi. Any further request for a marking to be inputin the drive sequence table DSTi will be rejected if a marking hasalready been assigned or the vehicle is not the first vehicle in thecolumns of the drive sequence table DSTi.

iii: A vehicle can only be registered in the column “SP” as long asthere is still no marking in the columns “plus” or “minus”.

iv: A marking for a vehicle in one of the columns “plus” or “minus” canonly be assigned as long as no vehicle is registered in the column “Sp”.

v: To use a section between two track elements, a vehicle requires aconfirmed registration in both tables, both for of the track element viawhich the vehicle enters the respective track section (i.e. which formsan entry point) and for the track element via which the vehicle exitsthe respective track section (i.e. which forms an exit point).

vi: A vehicle can request a registration in the table DSTi of the exitpoint if there is a marking for it for the entry point. Therefore, avehicle can advance as far as a track element if it is registered withthis track element and all track elements on the way thereto are markedfor it.

As already mentioned in the introduction, a track element S5 isprovided, which, after its integration into the rail network, forms aworking zone AZ.

The track element S5 embodied as a working zone is in particularcharacterized in that it only outputs the assignment confirmationQ_(M)m,5, where m=1 to r, for the respective vehicle Zm, where m=1 to r,after the inputting of an assignment release Fm,5, where m=1 to r,wherein the at least one track element S5 is provided with means MF5 forrelease, by means of which the assignment release Fm,5, where m=1 to r,is input manually.

The track element S5 is therefore suitably embodied, after itsintegration into the rail network, to form a working zone AZ and only tooutput the assignment confirmation Q_(M)m,5, where m=1 to r, for therespective vehicle Zm, where m=1 to r, after the inputting of anassignment release Fm,5, where m=1 to r, wherein the at least one trackelement S5 comprises means MF5 for release, by means of which theassignment release Fm,5, where m=1 to r, is to be input manually.

The track element S5, which forms the working zone AZ is temporarilyintegrated into the rail network between two initially adjacent trackelements (S1, S2) and removed again therefrom.

The at least one track element S5 which forms the working zone AZ istherefore suitably embodied to be integrated temporarily into the railnetwork between two initially adjacent track elements (S1, S2) andremoved again therefrom.

The at least one track element S5, which forms the working zone AZ isprovided with means MO5 for the determination of its present positionand outputs the present location of the working zone AZ between the twotrack elements (S1, S2) in dependence on its present position.

Therefore, the at least one track element S5, which forms the workingzone AZ comprises means MO5 for the determination of its presentposition and is suitably embodied to specify the present location of theworking zone AZ between the two track elements (S1, S2) in dependence onits present position.

In the at least one track element which forms the working zone AZ, thetrack element control TSC5, the means MF5 for release and the means MO5for the determination of the present position are provided as componentsof a mobile device D, which is in particular portable by a person.

Therefore, in the at least one track element S5 which forms the workingzone AZ, the track element control TSC5, the means MF5 for release andthe means MO5 for the determination of the present position are embodiedas components of a mobile device D, which is in particular portable by aperson.

According to FIGS. 10 and 11, in the protection method according to theinvention for a rail network, the data for at least one of thecomponents K_(geo), K_(top), K_(fb) of the track atlas SA is depositedlocally in the form of data records D_(s) 1, D_(s) 2, . . . , D_(s)p inthe track elements S1, S2, . . . , Sp in parts related to the trackelements D_(s) (K_(geo)) 1, D_(s) (K_(top)) 1, D_(s) (K_(fb)) 1, D_(s)(K_(geo)) 2, D_(s) (K_(top)) 2, D_(s) (K_(fb)) 2, . . . , D_(s)(K_(geo)) p, D_(s) (K_(top)) p, D_(s) (K_(fb)) p.

Therefore, in the protection system according to the invention, the datafor at least one of the components K_(geo), K_(top), K_(fb) of the trackatlas SA is deposited locally in the form of data records D_(s) 1, D_(s)2, . . . , D_(s)p in parts related to the track elements D_(s) (K_(geo))1, D_(s) (K_(top)) 1, D_(s) (K_(fb))1, D_(s) (K_(geo)) 2, D_(s)(K_(top)) 2, D_(s) (K_(fb)) 2, . . . , D_(s) (K_(geo)) p, D_(s)(K_(top)) p, D_(s) (K_(fb)) p.

A first component of the track atlas (SA), the data of which is to be oris deposited in parts D_(s)(K_(geo))1, D_(s)(K_(geo)) 2, . . . , D_(s)(K_(geo)) p in the track elements, is provided as a geometric componentK_(geo) with geometric and position-finding data for determining theposition of the vehicles in the rail network.

Herein, the following are to be or are provided as geometric andposition-finding data:

position data for the track elements in the rail network and/or

position data for ends of track sections of the track sections linked bythe track elements in the rail network and/or

position data for adjusting elements in the track sections linked by thetrack elements and/or

length data for the track sections linked by the track elements and/or

course data for track sections linked by the track elements.

A second component of the track atlas SA, the data of which is to be oris deposited in parts D_(s)(K_(fb)) 1, D_(s)(K_(fb)) 2, . . . ,D_(s)(K_(fb))p in the track elements, is provided as a driving-operationcomponent K_(fb) with location-related driving-operation data forcontrolling and monitoring the driving performance of the vehiclesand/or for controlling the track elements.

Herein, the following are provided as driving-operation data:

gradient-profile data for the track sections linked by the trackelements and/or

train-class-dependent speed-limiting data relating to the track sectionslinked by the track elements and/or

braking target point data for braking target points on the tracksections linked by the track elements and/or

release-point data for release points on the track sections linked bythe track elements and/or

supporting-point data for supporting points on the track sections linkedby the track elements

A third component of the track atlas SA, the data of which is to be oris deposited in parts D_(s)(K_(top)) 1, D_(s) (K_(top)) 2, . . . ,D_(s)(K_(top))p in the track elements, is provided as a topographiccomponent K_(top) with topological data that reflects the topologicalstructure of the rail network.

Herein, the following are to be or are provided as topological data:

linking data for ends of track sections of the track sections linked bythe track elements in the rail network and/or

orientation data for the track sections linked by the track elements inthe rail network.

A track-element identification SKi, where i=1 to p, is to be or isprovided as part of each of the data records and uniquely identifies thetrack element to which the data record D_(s)i, where i=1 to p, relates.

Moreover, an up-to-dateness identification AKi, where i=1 to p, is to beor is provided as part of each of the data records and identifies adegree of up-to-dateness of the data record D_(s)i, where i=1 to p.

The track-element identification SKi, where i=1 to p, and/or theup-to-dateness identification AKi, where i=1 to p, are to be or areprovided by a version number VNi, where i=1 to p.

On a modification of the rail network 1, the data records for the trackelements affected by the modification are modified locally in the trackelements. Therefore, the track elements are embodied such that, on amodification of the rail network, the data records for the trackelements affected by the modification can be modified locally in thetrack elements.

In the case of a first-time authorization B or in the case of afirst-time registration R of a respective track element for a respectivevehicle, the entire data record of the track element is transmitted tothe vehicle and deposited there. Therefore, the track elements and thevehicles are embodied such that, in the case of a first-timeauthorization B or in the case of a first-time registration R of arespective track element for a respective vehicle, the entire datarecord of the track element is transmitted to the vehicle and depositedthere.

In the case of a repeat authorization B or in the case of a repeatregistration R of a respective track element for a respective vehicle,at least some items of the data from the data record, which wasdeposited in the track element, are transmitted to the vehicle if thedegree of up-to-dateness of a data record deposited in the vehicle andassigned to the track element deviates from the degree of up-to-datenessof the data record deposited in the track element. Therefore, the trackelements and the vehicles are embodied such that, in the case of arepeat authorization B or in the case of a repeat registration R of arespective track element for a respective vehicle from the data record,which was deposited in the track element, at least some items of thedata are transmitted to the vehicle and deposited there if the degree ofup-to-dateness of a data record deposited in the vehicle and assigned tothe track element deviates from the degree of up-to-dateness of the datarecord deposited in the track element.

In the protection system according to the invention, the vehicles Z1,Z2, . . . , Zr deposit in the track elements manually input and/ormanually released dynamic driving-operation data D_(d) 1, D_(d) 2, . . ., D_(d)p as a dynamic component K_(dyn) of the track atlas SA in partsD_(d) (K_(dyn)) 1, D_(d) (K_(dyn)) 2, . . . , D_(d)(K_(dyn))p related tothe track elements.

Therefore, in the protection system according to the invention, thevehicles Z1, Z2, . . . , Zr are suitably embodied to deposit in thetrack elements manually input and/or manually released dynamicdriving-operation data D_(d) 1, D_(d) ², . . . , D_(d)p as a dynamiccomponent K_(dyn) of the track atlas in parts D_(d)(K_(dyn)) 1,D_(d)(K_(dyn)) 2, . . . , D_(d)(K_(dyn))p related to the track elements.

Herein, the following are to be or are provided as dynamicdriving-operation data:

characteristic data for slippery sections on the track sections linkedby the track elements and/or

characteristic data for speed restrictions on the track sections linkedby the track elements and/or

characteristic data for track blocks on the track sections linked by thetrack elements.

In the protection system according to the invention, each Si, where i=1to p, of the selected track elements in each case specifies for eachvehicle Zm, where m=1 to r, which requests at least one of the steps B,R, M for assignment as a route element from it, at least one signal HS;ZS.

Therefore, in the protection system according to the invention, each Si,where i=1 to p, of the selected track elements is suitably embodied ineach case to specify for each vehicle Zm, where m=1 to r, which requestsat least one of the steps B, R, M for assignment as a route element fromit, at least one signal HS; ZS.

Herein, the respective track element Si, where i=1 to p, specifies forthe respective vehicle Zm, where m=1 to r, the type, the position andthe status of the at least one signal HS; ZS.

Therefore, the respective track element Si, where i=1 to p, is suitablyembodied to specify for the respective vehicle Zm, where m=1 to r, thetype, the position and the status of the at least one signal HS; ZS.

At least one of the signals is to be or is specified as a virtual mainsignal HS at a braking target point HP, which is a danger point.

At least one of the signals is to be or is specified as a virtual targetsignal ZS at a braking target point ZP, which is not a danger point.

In the method according to the invention, different types of trainheadway points ZFT.I, ZFT.II are specified. In addition, the vehiclesprovide different braking curves BKm_(A).I, BKm_(A).II of the same typeof braking curve A. Herein, each of the different braking curves of thesame type of braking curve A of the respective vehicle Zm, where m=1 tor, is in each case assigned to one of the different types of trainheadway points.

At least one braking target point HP, which is a danger point, forms atrain headway point of a first type of train headway point ZFT.I, whichis assigned to first braking curve BKm_(A).I of the respective vehicle.In the figures, such braking target points HP are, for example, thebraking target points: HP1(−), HP1(+), HP1(Sp), HP2(Sp), HP2(+), HP3(−),HP3(Sp), HP4(Sp), HP4(+), HP4(−), HS6(Sp), HP6(+), HP7(−), HP7(Sp) andHP9, wherein this list is not complete.

A track element embodied as a switching device specifies at least onebraking target point HP, which is a danger point.

A track element embodied as a bumper PB also specifies at least onebraking target point HP, which is a danger point.

In addition, in a track section Gx with x=1 to q, a vehicle end ZE of astationary vehicle Zm, where m=1 r, specifies for a following vehicleZn, where n=1 to r and n≠m, at least one braking target point HP, whichis a danger point.

At least one braking target point ZP, which is not a danger point, formsa train headway point of a second type of train headway point ZFT.II, towhich a second braking curve BKm_(A).II of the respective vehicle Zm,where m=1 to r, is assigned. In the figures, such braking target pointsZP are, for example, the braking target points: ZP2(−), ZP3(+), ZP6(−),ZP6(SP), ZP7(+), ZP7(Sp), ZS8(1i) and ZS8(re), wherein this list is notcomplete.

A track element embodied as a spring-loaded switch W_(R) specifies atleast one further braking target point ZP, which is not a danger point.

In addition, in a track section Gx with x=1 to q, a vehicle end ZE of amoving vehicle Zm, where m=1 r, specifies for a following vehicle Zn,where n=1 to r and n≠m, at least one further braking target point ZP,which is not a danger point.

Furthermore, a track element embodied as a fictitious double entry/exitelement FDME specifies at least one braking target point ZP, which isnot a danger point.

According to the above-listed conditions (rules) I. to X. or i. to vi.,the track elements Si shown in FIGS. 1a or 1 b and 2 to 10 have made thefollowing entries in the tables Ti or RRi and DSTi with respect to thevehicles (trains) Zm:

In FIG. 1a , the track element S1 has made its authorization B inresponse to the first request . . . of the vehicle Z2 in the type ofloading F2 requested by the vehicle Z2. This is indicated in the tableT1 by the subscript “B” to the reference sign “Z1”. In addition, inresponse to the second request . . . of the vehicle Z2, the trackelement S1 has made its registration R as a route element for thevehicle Z2. This is indicated in the table T1 by the subscript “R” tothe reference sign “Z1”. Furthermore, in response to the third request .. . of the vehicle Z2, the track element S1 has made its marking M as aroute element for the vehicle Z2. This is indicated in the table T1 bythe subscript “M” to the reference sign “Z1”. Therefore, the storageentry made by the track element S1 for the vehicle Z2 is designated Z2_(BRM) as a whole in the table T1. The adjacent cell on the left is—inaccordance with the rules—provided with a blocking entry indicated by“/”.

For the vehicle Z1, in addition to its authorization B in the type ofloading F4, the track element S1 has also made its registration R.Therefore the storage entry, which the track element S1 has made for thevehicle Z1, is designated Z1 _(BR) in the table T1. The adjacent cell onthe left is—in accordance with the rules—again provided with a blockingentry indicated by “/”.

Therefore, the vehicle Z2 is allowed to pass the track element S1 beforethe vehicle Z1. To this end, together with the definition of themarking, the track element S1 has initiated the changeover of the switchW1 by the operating element STW1 into its plus position as long as thiswas not already in the plus position. As soon as the vehicle, aftercrossing the switch W1, has passed a release point, not shown here forreasons of clarity, relating to the track element 1, the vehicle outputsa corresponding confirmation of passage to the track element S1, whichthen deletes the storage entry Z2 _(BRM) and the blocking entry “/”shown adjacent on the left- i.e. withdraws or cancels its authorization,registration and marking for the vehicle Z2 (see FIG. 2). The vehicle Z1was only permitted to travel to the switch W1 as far as the brakingtarget point HP1(−).

Correspondingly, the track element S2 has made entries Z3 _(BRM) incolumn “F3” for the vehicle Z3, Z4 _(BR) in column “F2” for the vehicleZ4, Z2 _(BR) in column “F3” for the vehicle Z2 and Z1 _(B) in column“F3” for the vehicle Z1 in the memory locations of the track elementcontrol TSC2 (in the cells in Table T2) and also the blocking entries“/” resulting therefrom. Therefore, at the time point shown in FIG. 1a ,the track element S2 has only automatically assigned itself to thevehicle Z3 as a route element. However, the vehicle Z2 is only permittedto travel to the switch W2 as far as the braking target point HP2(Sp).In addition, the vehicle Z4 is permitted to travel to the switch W2 asfar as the braking target point HP2(+).

At the time point shown in FIG. 1a , the track element S3 has made itsentries Z4 _(BRM) in column “F3” for the vehicle Z4, Z3 _(BR) in column“F2” for the vehicle Z3, Z2 _(B) in column “F2” for the vehicle Z2 andZ1 _(B) in column “F2” for the vehicle Z1 in the memory locations of thetrack element control TSC3 (in the cells in Table T3) and also theblocking entries “/” resulting therefrom. Therefore, at the time pointshown in FIG. 1, the track element S3 has only automatically assigneditself to the vehicle Z4 as a route element. However, the vehicle Z3 ispermitted to travel to the switch W3 as far as the braking target pointZP3(+).

At the time point shown in FIG. 1a , the track element S4 has made itsentries Z3 _(B) in column “F3” for the vehicle Z3, Z2 _(B) in column“Fl” for the vehicle Z2 and Z1 _(B) in column “F1” for the vehicle Z1 inthe memory locations of the track element control TSC4 (in the cells inTable T4) and also the blocking entries “/” resulting therefrom.Therefore, at the time point shown in FIG. 1, the track element S4 hasnot assigned itself to any of the vehicles as a route element andtherefore cannot be crossed by any of the vehicles. Since it has alsonot made any authorization as a route element, it is also not permittedfor any of the vehicles to enter the track sections linking the switchW4. The vehicle Z4 has already passed a release point, not shown herefor reasons of clarity, related to the track element S4, and output acorresponding confirmation of passage to the track element S4 so thatthe track element S4 has already withdrawn—i.e. deleted—its entries forthe vehicle Z4.

At the time point shown in FIG. 2, the track element S1 has deleted itsentry Z2 _(BRM) for the vehicle Z2 and the blocking entry “/” resultingtherefrom. Furthermore, the track element S2 has deleted its entry Z3_(BRM) and the blocking entry “/” resulting therefrom. In addition, thetrack element S3 has deleted its entry Z4 _(BRM) and the blocking entry“/” resulting therefrom.

Compared to the time point shown in FIG. 1a , at the time point shown inFIG. 3, the track element S1 has now made its marking M for the vehicleZ1 and hence completed its automatic assignment for the vehicle Z1. Thetrack element control TSC1 initiates the changeover of the switch W1into its minus position by the operating element STW1.

At the time point shown in FIG. 3, the track element S2 has made itsmarking M for the vehicle Z2 and hence completed its automaticassignment for the vehicle Z2. The track element control TSC2 initiatesthe changeover of the switch W2 into its minus position by the operatingelement STW2.

However, initially, the vehicle Z2 is not permitted to enter the railtrack section G5 as long as the track element S3 has still not made aregistration R for the vehicle Z2. Accordingly, the vehicle Z1 is alsonot initially permitted to enter the rail track section G3.

The vehicle Z2 outputs its second request for registration of the trackelement S3 as a route element to the track element S3. In response tothis second request, the track element S3 informs the vehicle Z2 that ithas already made its registration for the vehicle Z3, notifies it of thecommunication address of the vehicle Z3 and makes its registration forthe vehicle Z2. The vehicle Z2 then makes contact with the vehicle Z3.On the basis of the present position in each case of the vehicle end ofthe vehicle Z3, the vehicle Z2 is in each case specified a presentbraking target point ZP(Z3) or HP(Z3) at which the vehicle Z2 then movesbehind the vehicle Z3. The present braking target point ZP(Z3) is not adanger point and hence therefore a train headway point of the secondtype of train headway point ZFT.II as long as the vehicle Z3 istravelling in the direction of the track element S3—i.e. continues tomove forward. As a result, the vehicle Z2 then switches on its steepbraking curve BK2 _(A).II in order to follow the vehicle Z3 quickly evenif herein it would slip slightly over the braking target point ZP(Z3).However, as soon as the vehicle Z3 has come to a halt at the brakingtarget point ZP3(+), the present braking target point is a danger pointand hence also a train headway point of the second type of train headwaypoint ZFT.II. As a result, the vehicle Z2 then switches from its steepbraking curve BK1 _(A).II to its flat braking curve BK2 _(A).I since itis not permitted to slip beyond the braking target point HP(Z3).

In the same way, the vehicle outputs Z1 its second request forregistration of the track element S2 as a route element to the trackelement S2. In response to this second request, the track element S2informs the vehicle Z1 that it has already made its registration for thevehicle Z2, notifies it of the communication address of the vehicle Z2and makes its registration for the vehicle Z1. The vehicle Z1 then makescontact with the vehicle Z2. On the basis of the present position ineach case of the vehicle end of the vehicle Z2, the vehicle Z1 is ineach case specified a present braking target point at which the vehicleZ1 then presently moves behind the vehicle Z2. Here, once again, thepresent braking target point ZP(Z2) is not a danger point and hencetherefore a train headway point of the second type of train headwaypoint ZFT.II as long as the vehicle Z2 is travelling in the direction ofthe track element S2—i.e. continues to move forward. As a result, thevehicle Z1 then switches on its steep braking curve BK1 _(A).II in orderto follow the vehicle Z2 quickly even if herein it would slip slightlyover the braking target point ZP(Z2). However, if the vehicle Z2 were,for example, to have come to a halt before the switch W2 at the brakingtarget point HP2(Sp), the present braking target point for the vehicleZ1 would be a danger point and hence also a train headway point of thesecond type of train headway point ZFT.II. As a result, the vehicle Z1would then switch from its steep braking curve BK1 _(A).II to its flatbraking curve BK1 _(A).I since it is not permitted to slip beyond thebraking target point HP2(SP).

At the time point shown in FIG. 4, the vehicle Z1 is initially notpermitted to enter the rail track section G5 since the track element S3has not yet made a registration R for the vehicle Z1.

The vehicle Z1 outputs its second request for registration of the trackelement S3 as a route element to the track element S3. In response tothis second request, the track element S3 informs the vehicle Z1 that ithas already made its registration for the vehicle Z2, notifies it of thecommunication address of the vehicle Z2 and makes its registration forthe vehicle Z1. The vehicle Z1 then makes contact with the vehicle Z2.On the basis of the present position in each case of the vehicle end ofthe vehicle Z2, the vehicle Z1 is in each case specified a presentbraking target point ZP(Z2) or HP(Z2) up to which the vehicle Z1 thenmoves behind the vehicle Z2. The present braking target point ZP(Z2) isnot a danger point and hence also a train headway point of the secondtype of train headway point ZFT.II as long as the vehicle Z2 istravelling in the direction of the track element S3—i.e. continues tomove forward. As a result, the vehicle Z1 switches on its steep brakingcurve BK1 _(A).II in order to follow the vehicle Z2 quickly even ifherein it would slip slightly over the braking target point ZP(Z2).However, as soon as the vehicle Z2 has come to a halt at the brakingtarget point HP(Z3) behind the vehicle Z3, the present braking targetpoint is a danger point for the vehicle Z1 and hence also a trainheadway point of the second type of train headway point ZFT.II. As aresult, the vehicle Z1 then switches from its steep braking curve BK1_(A).II to its flat braking curve BK1 _(A).I since it is not permittedto slip beyond the braking target point HP(Z2).

A train driver of the vehicle Z1, not shown here, has identified warpingin the track bed at the position of the rail track section G3 shown inFIG. 5. Therefore, the driver outputs characteristic data for a speedrestriction LFS including the point P via an interface of the vehiclecontrol as dynamic driving-operation data to the vehicle control OBU1.The vehicle deposits its dynamic driving-operation data at least in thetrack element S2 lying in its direction of travel as soon as the manualentry is completed by storage. However, dynamic driving-operation data,for example in the form of slippery sections, can also be acquired bysensors of the respective vehicle and only released manually by thetrain driver, wherein then the respective vehicle also deposits itsdynamic driving-operation data at least in the track element lying itsdirection of travel as soon as this is released. The depositionpreferably takes place on the next communication with the respectivetrack element lying in the direction of travel. Therefore, the vehicleZ1 deposits the characteristic data for the speed restriction at thetime point at which it outputs its confirmation of passage to the trackelement S2.

According to FIG. 5, a gang R is already approaching the position P ofthe rail track section G3 in order to remove the warping in the trackbed. For the protection of the gang, a gang leader is carrying theportable device D, which, in addition to the track element control TSC5,comprises the means for release MF5 and the means for the determinationof its present position MO5. The portable device D can be used tointegrate the track element 5 into the rail network, which, afterintegration, forms the working zone AZ for the protection of the gang.After activation, the track element control TSC5 specifies the presentlocation of the working zone AZ in dependence on its present positionand signs on with the track elements S1 and S2. The track element S1notifies the track element S5 that it has entered its authorization as aroute element for the vehicle Z4. In response thereto, the track elementS5 also inputs its authorization for the vehicle Z4 as a route element.Thus, the track section G3 is temporarily divided by the track elementS5.

According to FIG. 6, the track element S2 has made its marking for thevehicle Z4 and the vehicle Z4 requests the registration of the trackelement S1. The track element S1 then informs the vehicle Z4 of thetemporarily inserted track element S5, which forms the working zone AZ,and notifies it in particular of the communication address of the trackelement S5. The vehicle now requests the registration as a route elementfrom the track element S5.

According to FIG. 7, the track element S5 makes its registration for thevehicle Z4 so that the vehicle Z4 can advance as far as the brakingtarget point HP4(re).

According to FIG. 8, the vehicle Z4 requests the marking of the trackelement S5. In response, the track element makes its marking, but doesnot output a marking confirmation to the vehicle Z4.

Initially, the device D indicates on a display and/or audibly that thevehicle Z4 wishes to pass through the working zone.

According to FIG. 9, the gang leader ensures that the entire gang leavesthe danger area on the track and remains away therefrom and then inputsthe assignment release Fm,5, where m=1 to r, via the means for releaseMF5 of the device D. Only when this assignment release Fm,5, where m =1to r, has been input does the track element S5 output the markingconfirmation Q_(M) 4,5, wherein the marking confirmation Q_(M) 4,5 formsthe assignment confirmation. The vehicle Z4 requests the registration ofthe track element S1. The track element S1 makes this registration.

According to FIG. 10, the vehicle Z4 now advances as far as the brakingtarget point HP1(Sp). The vehicle Z4 outputs a correspondingconfirmation of passage to the track element S5, which then deletes thestorage entry Z4 _(BRM) and the blocking entry “/” on the adjacentleft—i.e. withdraws or cancels its authorization, registration andmarking for the vehicle Z4. The gang can then return to working in thedanger area.

1-23 (canceled)
 24. A method for safely operating a rail network, therail network being divided by track elements into track sections and onthe track sections vehicles can travel in dependence on data fromcomponents of a track atlas, which comprises the steps of: requesting,via the vehicles, from selected track elements, steps for assignment asa route element; each of the selected track elements in each caseautomatically assigning itself, under predefined conditions, as theroute element for each vehicle that requests the steps for assignmentfrom a selected track element to be the route element; and depositingdata of at least one of the components of the track atlas locally in thetrack elements in parts related to the track elements in a form of datarecords.
 25. The method according to claim 24, wherein a first componentof the track atlas is provided as a geometric component with geometricand position-finding data for determining a position of the vehicles inthe rail network, data of the first component is deposited in parts inthe track elements.
 26. The method according to claim 25, which furthercomprises selecting the geometric and position-finding data from thegroup consisting of: position data for the track elements in the railnetwork; position data for ends of the track sections of the trackelements linked by the track sections in the rail network; position datafor adjusting elements in the track sections linked by the trackelements; length data for the track sections linked by the trackelements; and course data for the track sections linked by the trackelements.
 27. The method according to claim 24, wherein a secondcomponent of the track atlas is provided as a driving-operationcomponent with location-related driving operation data for controllingand monitoring a driving performance of the vehicles and/or forcontrolling the track elements, the second component having data beingdeposited in parts in the selected track elements.
 28. The methodaccording to claim 27, which further comprises selecting the drivingoperation data from the group consisting of: gradient profile data forthe track sections linked by the track elements; train-class-dependentspeed-limiting data relating to the track sections linked by the trackelements; braking target point data for braking target points on thetrack sections linked by the track elements; release-point data forrelease points on the track sections linked by the track elements; andsupporting-point data for supporting points on the track sections linkedby the track elements.
 29. The method according to claim 24, whichfurther comprises providing a third component of the track atlas as atopographic component with topological data that reflects a topologicalstructure of the rail network, the third component having data depositedin parts in the track elements.
 30. The method according to claim 29,which further comprises selecting the topological data from the groupconsisting of: linking data for ends of the track sections of the tracksections linked by the track elements in the rail network; andorientation data for the track sections linked by the track elements inthe rail network.
 31. The method according to claim 24, which furthercomprises providing a track-element identification as part of each ofthe data records and uniquely identifies the track element to which thedata record relates.
 32. The method according to claim 24, which furthercomprises providing an up-to-dateness identification as part of each ofthe data records and identifies a degree of up-to-dateness of the datarecord.
 33. The method according to claim 31, wherein at least one ofthe track-element identification or the up-to-dateness identification isprovided by a version number.
 34. The method according to claim 24,wherein on a modification of the rail network, the data records for thetrack elements affected by the modification are modified locally in thetrack elements.
 35. The method according to claim 24, wherein in a caseof a first-time authorization or in a case of a first-time registrationof the selected track element for a respective vehicle, the data recordof the selected track element is transmitted in its entirety to thevehicle and deposited there.
 36. The method according to claim 35,wherein in a case of a repeat authorization or in a case of a repeatregistration of the selected track element for the respective vehicle,at least some items of the data from the data record, which wasdeposited in the selected track element, are transmitted to therespective vehicle if the degree of up-to-dateness of the data recorddeposited in the respective vehicle and assigned to the selected trackelement deviates from the degree of up-to-dateness of the data recorddeposited with the selected track element.
 37. A safety system for arail network, the safety system comprising: a track atlas havingcomponents; track elements dividing the rail networks into tracksections and on the track sections vehicles can travel in dependence ondata from said components of said track atlas; the vehicles beingembodied to request, from selected track elements, steps for assignmentas a route element; each of said selected track elements being embodiedin each case automatically to assign itself, under predefinedconditions, for each vehicle that requests the steps for assignment asthe route element from a selected track element, as the route element;and the data of at least one of said components of said track atlas isdeposited locally in said track elements in parts related to said trackelements in a form of data records.
 38. The safety system according toclaim 37, wherein a first component of the track atlas is provided as ageometric component with geometric and position-finding data fordetermining a position of the vehicles in the rail network, and data ofsaid first component is deposited in parts in said track elements. 39.The safety system according to claim 37, wherein a second component ofsaid track atlas is provided as a driving-operation component withlocation-related driving operation data for controlling and monitoring adriving performance of the vehicles and/or for controlling said trackelements, data of said second component is deposited in parts in saidtrack elements.
 40. The safety system according to claim 37, wherein athird component of the track atlas is provided as a topographiccomponent with topological data that reflects a topological structurerail network, data of said third component is deposited in parts in saidtrack elements.
 41. The safety system according to claim 37, furthercomprising a track-element identification which is provided as part ofeach of the data records and uniquely identifies said track element towhich the data record relates.
 42. The safety system according to claim37, further comprising an up-to-dateness identification which isprovided as part of each of the data records and identifies a degree ofup-to-dateness of the data record.
 43. The safety system according toclaim 42, wherein at least one of the track-element identification orthe up-to-dateness identification is provided by a version number. 44.The safety system according to claim 38, wherein said track elements areembodied such that, on a modification of the rail network, the datarecords for said track elements affected by the modification can bemodified locally in said track elements.
 45. The safety system accordingto claim 42, wherein said track elements and the vehicles are embodiedsuch that in a case of a first-time authorization or in a case of afirst-time registration of a respective track element for a respectivevehicle, an entire data record of the track element is transmitted tothe vehicle and deposited there.
 46. The safety system according toclaim 45, wherein said track elements and the vehicles are embodied suchthat in a case of a repeat authorization or in a case of a repeatregistration of a respective track element for a respective vehicle, atleast some items of the data from the data record, which was depositedin said track element, are transmitted to the vehicle and depositedthere if the degree of up-to-dateness of a data record deposited in thevehicle and assigned to said track element deviates from the degree ofup-to-dateness of the data record deposited with said track element.